Geometric Road Design V2

8/22/2019 Geometric Road Design V2

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GEOMETRIC ROAD DESIGN(Urban and Rural)

Planning Scheme Policy No. 15.01


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MACKAY CITY COUNCIL PLANNING SCHEME POLICY

ContentsScopeand General ..............................................................................................................31.1 Scope.......................................................................................................................... 31.2 Objective ..................................................................................................................... 31.3 Reference and Source Documents.............................................................................. 41.4 Consultation ................................................................................................................61.5 Planning Concepts ......................................................................................................61.6 Carriageway Details ....................................................................................................71.7 Drawings and Documentation...................................................................................... 7UrbanDesignCriteria..........................................................................................................81.8 Road Network.............................................................................................................. 81.9 Design Speed..............................................................................................................91.10 Longitudinal Gradient..................................................................................................91.11 Horizontal Curves and Tangent Lengths ...................................................................101.12 Vertical Curves..........................................................................................................101.13 Superelevation ..........................................................................................................111.14 Road Reserve Characteristics................................................................................... 111.15 Crossfall ....................................................................................................................121.16 Verge and Property Access....................................................................................... 121.17 Intersections..............................................................................................................131.18 Turning & Auxiliary Lanes.......................................................................................... 141.19 Roundabouts .............................................................................................................141.20 Traffic Calming .......................................................................................................... 151.21 Parking...................................................................................................................... 171.22 Bus & Heavy Vehicle Routes..................................................................................... 181.23 Street Lighting...........................................................................................................181.24 Residential Estate Entrances..................................................................................... 201.25 Street Furniture .........................................................................................................201.26 Evacuation Routes .................................................................................................... 20RuralDesignCriteria .........................................................................................................211.27 General...................................................................................................................... 211.28

Sight Distances .........................................................................................................21

1.29 Horizontal and Vertical Alignment.............................................................................. 211.30 Intersections..............................................................................................................211.31 Plan Transitions.........................................................................................................221.32 Superelevation ..........................................................................................................221.33 Scour Protection........................................................................................................ 221.34 Evacuation Routes .................................................................................................... 23


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1 Scope and General1.1 Scope

This section sets out the guidelines developed specifically for the design of roadwork'sand street network within Mackay City using principles of street design to ensure safetyand improved amenity and to reduce pedestrian/vehicular conflicts.

The framework for any new urban network shall include the land use/road hierarchyrelationship and shall generally comply with the performance criteria outlined inCouncils Road Hierarchy.

The Designer shall prepare a road hierarchy for the proposed development anddetermine the vehicle speed that is deemed acceptable for each section of every road,based on Table C1 or Table C2 (as appropriate) of Councils Road Hierarchy, refer toAppendix A. The concept of designing to regulatory street speeds is contrary to theprinciples of subdivision road design.

The Designer must integrate all relevant design principles into the development of theroad network. A careful balance is required between maximising amenity, safety andconvenience considerations and those related to the drivers perception of drivingpractice.

This Guideline shall be read in conjunction with the reference and source documentslisted in Section 1.3.

The works street and road are interchangeable throughout all parts of this Guideline,unless specifically defined.

For the purpose of this Guideline the definition of terms used to define the componentsof the road reserve shall be in accordance with AS 1348.1 and AMCORD.

AS1348.1 Terms:

Carriageway That portion of the road or bridge devoted particularly to the use ofvehicles, inclusive of shoulders and auxiliary lanes.

Footpath The paved section of a pathway (verge).

Pathway A public way reserved for the movement of pedestrians and ofmanually propelled vehicles (AMCORD verge).

Pavement That portion of a carriageway placed above the subgrade for thesupport of, and to form a running surface for, vehicular traffic.

Shoulder That portion of the carriageway beyond the traffic lanes andcontiguous and flush with the surface of the pavement


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Provide safe, logical and hierarchical transport linkages with the existing streetsystem.

Provide appropriate access for buses, emergency and service vehicles.

Provide for a quality product that minimises maintenance costs.

Provide a convenient way for public utilities.

Provide for a quality residential amenity by landscape design and the planting ofappropriate street trees and use of the road reserve as a buffer between differentland uses.

Provide convenient parking for visitors. Have appropriate regard for the climate, geology and topography of the area.

Have appropriate regard for the amenity and built environment of the area.

In the network planning of new residential areas, the Designer shall create a safe andpleasant residential area by considering the following matters:

Provide for safe pedestrian and cyclist movement by catering separately for thedemands of both using footpath or cycle networks or on-street facilities. Any

new networks are to link into existing and proposed facilities identified byCouncil.

The Designer shall reference Councils Bike Plan and liaise with Council toidentify the proposed footpath and cycleway network.

Where demands cross minor collector streets (or higher classified streets),provision must be made to provide safe and appropriate crossing facilities toensure equitable access.

The connectivity of local access streets should not provide the opportunity formotorists to be able to rat-run from one trunk road to another through the newresidential area.

The Designer shall liaise with Queensland Transport to identify current andproposed bus routes and bus stops. The Designer shall also refer to Table C1(from the Road Hierarchy) to identify the form of any bus stop. Bus shelters areto be provided where required.

1.3 Reference and Source DocumentsCouncil Guidelines & Specific ations

Mackay Four Level Road Hierarchy (August 2003) Eppell Olsen and Partners

Mackay Four Level Road Hierarchy shown on Infrastructure Maps A & B

Mackay City Council Development Construction Specification Series


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AS 2890.5 Parking facilities: On street car parkingAS/NZS 3845 Road safety barrier systems

AS 1158 Road LightingAS 4282 Obtrusive Effects of Outdoor Lighting

QLD State Author itiesDepartment of Local Government and Planning Queensland Residential Design

Guidelines, 1998

Queensland State Planning Policy 2/02 Planning and Managing DevelopmentInvolving Acid Sulfate Soils

Queensland State Planning Policy 1/03 Mitigating the Impacts of Flood, Bushfire andLandslide.

Department of Main Roads Road Planning and Design Manual

Other

AustRoads RURAL ROAD DESIGN, Guide to Geometric Design of RuralRoads

Guide Policy for the Geometric Design of Major Urban Roads

Guide to Traffic Engineering Practice:

PART 5 Intersections at Grade

PART 6 Roundabouts

PART 10 Local Area Traffic Management (2004)

PART 12 Roadway Lighting

PART 13 PedestriansPART 14 Bicycles

The Institute of Municipal Engineering Australia, QLD Division

- Design Guidelines for Subdivisional Streetworks, 1995 QueenslandStreets

- Standard Drawings, 1997

ARRB Special Report No. 33, LE Comerford: A Review of Subdivision Road DesignCriteria

Commonwealth Department of Housing and Regional Development 1995. AustralianModel Code for Residential Development (AMCORD). A National Resource Documentfor Residential Development.

Stapleton, C 1984: Streets Where We Live A Manual for the Design of Safer


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Florida Department of Environmental Protection FMRI Technical Report TR-2 (1966)

Understanding, Assessing and Resolving Light-Pollution Problems on Sea TurtleNesting Beaches

Blair E Witherington R. Erik Martin

1.4 Consultat ion

Designers are required to consult with the Council and other relevant Authorities prior to,and during, the preparation of a site layout and design concept. Designers should, inaddition to requirements of this Guideline, ascertain specific requirements of the

relevant Authority as they relate to the road system layout.

The Designer is required to prepare one overall layout plan (not less than A2 size) ofany roadwork's associated with the overall creation of more than 24 new urban lots or 9rural lots. The plan is to be used in conjunction with the initial consultation with Counciland indicate the following aspects of the new estate:

Road and lot layout including any proposed traffic calming

Major drainage lines including detention basins and outfall

Footpath and cycleways including existing paths and crossings of major roads

Sewer main locations including connection into existing system

Parkland including area of any play equipment/irrigation area.

The Designer shall obtain service plans from all relevant public utility authorities andorganisations whose assets may exist within the area of the proposed development.These services are to be plotted on t he relevant drawings including the plan and cross-sectional views.

Public consultation on concept designs shall be provided where Council requires suchaction.

1.5 Planning Concepts

A hierarchical road network is essential to maximise road safety, residential amenity andlegibility. Each class of road in the network serves a distinct set of functions and isdesigned accordingly. The road network for residential developments should have clear

legibility.The road network should reinforce legibility by providing sufficient differentiationbetween the road functions.

Distinct landmark features such as watercourses, mature vegetation or ridgelines shouldbe emphasised within the structural layout to enhance the legibility.

Whil t i t d d h i l f t h t d li hti d t il h


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In new areas (as distinct from established areas with a pre-existing road pattern), theform of each new road should reflect its function in the road hierarchy by its visual

appearance and related physical design standards.The maximum number of turning movements at intersections or junctions that a drivershould be required to undertake to reach a particular address within the developmentshould be minimised.

There will be special constraints and costs associated with the design of roads throughor adjacent to land known to be salt affected. Early planning shall consider avoidingdetrimental interference with land known to be salt affected.

Adjustments in horizontal and vertical line shall be considered to avoid recharge ofsubsurface water within or adjacent to the road reserve. Consultation with the relevantland and water resource authority shall be mandatory under the above circumstances.

Appropriate native deep-rooted species should be selected for plantings in associationwith road reserve works. Plantations should be of sufficient size and density to beeffective in their desired role of lowering the groundwater table.

1.6 Carriageway Details

Road Reserve and Carriageway widths for street and roads shall generally conform tothose defined in Councils Road Hierarchy.

The cross-section details shown in Councils Road Hierarchy are considered "acceptablesolutions to the form of the various street and road classifications. However, where theDesigner is proposing an alternative form of cross-section then discussions are requiredwith Council staff prior to seeking formal approval.

1.7 Drawing s and Documentation

All drawings and documentation being submitted to Council for approval shall conform tothe requirements of Councils Engineering Design Guideline D20 Drawings andDocumentation Guidelines.

Failure to comply with Councils Engineering Design Guideline D20 Drawings andDocumentation Guidelines may result in the drawings and/or documentation beingreturned to the Designer without consideration by Council.


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2 Urban Design Cri teria2.1 Road Network

A suitable qualified and experienced professional engineer (RPEQ) shall overseeaspects of the road design. The design shall comply withal relevant requirements of:

This Guideline

All Reference and Source Documents listed in Section 1.3

Any Development Approval conditions relevant to the design, and

Any specific relevant and reasonable request provided by Council in writing.

The RPEQ shall sign all plans associated with the project, certifying that the designcomplies with this section.

The design features of each type of road convey to the driver its primary functions andencourage appropriate driver behaviour.

Traffic volumes and speed environment on any road should be compatible with thefunction of the road as described in Councils Road Hierarchy Plan.

The maximum length of an access street should ensure its status as a residential placeis retained, where the traffic, in terms of speed and volume will enable the integration ofpedestrian, bicycle and vehicular movements. This length will also ensure thatresidential convenience is not unduly impaired because of speed restraints.

The time required for drivers to travel on all streets within the development should be

minimised.

Where access places form part of a pedestrian or bicycle network, access links shouldprovide suitable connectivity with adjoining access places or open space systems so asto ensure such pedestrian and bicycle network are functionally efficient.

The minimum width of land that provides pedestrian or bicycle linkage is 15m.

The designer shall also take into account the requirements of Engineering DesignGuideline D9 Cycleway and Pathway Design in any new road design.

The road network should ensure that no road links with another road that is more thantwo levels higher or lower in the hierarchy. In exceptional circumstances roads may linkwith others that are more than two levels apart, however, no access place or accessstreet should have access to a major collector street, unless otherwise approved byCouncil.

Connections between internal roads should be T junctions or controlled by roundabouts


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Existing and predicted traffic volumes on all roads ensuring the function of thehigher-road road is not substantially compromised

Satisfactory operational performance of the proposed intersection(s)

Access and egress from all properties adjacent to the proposed intersection isnot compromised, unless the affected owner(s) agrees in writing

Existing and proposed road form, including linemarking, road width and trafficislands

A plan of the area indicating existing property accesses, drainage and otherunderground services

Sight distance and turning movements requirements are met

Pedestrian and cyclist safety is not compromised.

The road layout should conform to the requirements of the external road network andsatisfy the transport provisions of an outline development plan.

The external road network should be designed and located to provide routes that aremore convenient for potential through traffic within the network. Major roads should beprovided at intervals of no more than 1.0 km and should be complete and of adequate

capacity to accommodate through network movements.

The internal road system should not provide through routes that are more convenientthan the external road network.

2.2 Design Speed

Design speed is generally used as the basic parameter in the specification of designstandards, determining the minimum design value for other elements. Queensland

Streets uses the 85

th

percentile maximum speed of traffic within the street. This issimilar to the Speed Environment used in AustRoads Guide to the Geometric Design ofRural Roads. Road intersections as well as changes in horizontal and vertical alignmentalso limit vehicle speeds.

Adoption of a low design speed discourages speeding. However, where vertical curvesof low design speed are located in otherwise high speed sections (tangents) the result isa potentially dangerous section of road. It should be recognised that in low standardroads, operating speeds will tend to be in excess of arbitrary speed standards.

The designer must ensure that potentially hazardous features are visible to the driverand adopt traffic engineering measures that will help a driver avoid errors of judgement.

The designer shall ensure that the selected design speed will result in a speedenvironment that is likely to comply with that specified in Table B of Councils RodHierarchy under the Traffic Speed Environment criteria. The adoption of a designspeed that will result in a speed environment that is outside the desirable range stated in


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Longitudinal grade of the minor street on the approach to an intersection should complywith the AustRoads Guidelines and DMR Road Planning and Design Guideline. The

actual gradient alignment and the grades used are interrelated. A steep grade on aminor side street is undesirable if vehicles have to stand waiting for traffic in the majorroad.

Turning areas in culs-de-sac on steep grades should have grades less than 5 percent.

2.4 Horizontal Curves and Tangent Lengths

The horizontal alignment of a road is normally in a series of tangents (straights) andcurves that may be connected by transition curves. The choice of the horizontal

alignment is normally determined from the design speeds for a particular street withinthe road hierarchy as described in Clause 1.9. Designers should ensure that, for agiven design speed, the minimum radius of curvature utilised is such that drivers cansafely negotiate the curve. Curves that progressively tighten produce an uncomfortablesense of disorientation and alarm. Sudden reverse curves which drivers cannotanticipate also have a potential to cause similar conditions.

Where speed restriction is provided by curves in the street alignment the relationshipbetween the radius of the curve and the desired vehicle speed is given in Queensland

Streets.

To determine appropriate lengths for tangents between speed restrictions, which may becurves, narrow sections or other obstructions, refer to Queensland Streets. Sightdistance on curves is determined by formula, values of which are tabulated in"Queensland Streets'.

The Designer should also incorporate the need for curve widening into their curvedesigns, based on the deflection angle of the curve as referenced in QueenslandStreets.

2.5 Verti cal Curves

Vertical curves will be simple parabolas and should be used on all changes of gradeexceeding 1 percent. The length of the crest vertical curve for stopping sight distanceshould conform to Queensland Streets.

For adequate riding comfort, lengths of sag vertical curves should conform toQueensland Streets.

J unctions of roads should be located at a safe distance from a crest, determined byvisibility from the side road. Location of a side road at a crest should only occur if thereis no suitable alternative and then only with agreement of Council during theconsultation outlined in Clause 1.4.

Drainage poses a practical limit to the length of sag curves and a maximum length (inmetres) of 15 times the algebraic sum of the intersecting vertical grades (expressed as a


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Sharp horizontal curves shall not be introduced at or near the crest of a verticalcurve. A horizontal curve should leave the vertical curve and be longer than the

vertical curve. A short vertical curve on a long horizontal curve or a short tangent in the grade

line between sag curves may adversely affect the roads symmetry andappearance.

2.6 Superelevation

The maximum superelevation for urban roads of higher design speeds should be 6percent. Any increase in the longitudinal grade leading to excessive crossfall atintersections should be considered with caution. While it is desirable to superelevate allcurves, negative crossfall should be limited to 3 percent.

In general, curve radii larger than the minimum and superelevation rates less than themaximum should be used where possible. The minimum radius of curves is determinedby the design speed, the minimum superelevation (or maximum adverse crossfall) at anypoint on the circular portion of the curve, and the maximum coefficient of side frictionthat allows safe lane changing. This is 0.15 where there is positive superelevation and0.12 where there is adverse crossfall. The coefficient of side friction depends upon thetype and condition of tyres, the pavement and on speed.

Recommendations for minimum curve radii (in metres) on major urban roads undervarying superelevation/crossfall are shown in AustRoads, Guide Policy for theGeometric Design of Major Urban Roads.

Plan transitions are desirable on superelevated curves for appearance and to provide aconvenient length in which to apply the superelevation. On urban roads, superelevation

may be conveniently applied to the road cross section by shifting the crown to 2 m fromthe outer kerb.

2.7 Road Reserve Characteristics

The cross section of the road reserve must provide for all functions that the road isexpected to fulfil, including the safe and efficient movement of all users and provision forparked vehicles. The cross section also allows for the provision of a buffer for residentsfrom traffic nuisance, and also to cater for garbage bin collection, public utilities and

streetscape.Generally, the Designer shall provide a cross section and road reserve width thatreflects that shown for the relevant road hierarchy cross section as detailed in AppendixD and E of Councils Road Hierarchy Plan and Councils Standard Drawings unlessseparate approval is obtained from Council. The minimum verge width is to bemaintained at intersections, traffic calming and traffic management devices and at the

d f l d H t i t ti i ht li t l th idth


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The safety of pedestrians and cyclists where it is intended they use the carriagewaymust also be assured by providing sufficient width and lateral separation.

The carriageway width should also provide for unobstructed access to individualallotments. Drivers should be able to comfortably enter or reverse from an allotment ina single movement, taking into consideration the possibility of a vehicle being parked onthe carriageway opposite the driveway.

The design of the carriageway should discourage drivers from travelling above theintended speed environment by reflecting the functions of the road in the network. Inparticular the width and horizontal and vertical alignment must not be conducive toexcessive speeds.

Appropriate verge width should be provided to enable the safe location, construction andmaintenance if required of paths and public utility services (above or below ground) andto accommodate the desired level of streetscape. Wherever possible services should belocated in common trenches.

The verge when considered in conjunction with the horizontal alignment and permittedfence and property frontage treatments should provide appropriate sight distances,taking into account expected speeds and pedestrian and cyclist movements.

Stopping sight distances and junction or intersection sight distances, provided by theverge, should be based on the intended speeds for each road type.

In streets where there is to be a temporary dead end, the designer shall make suitableprovision for a single unit garbage truck to turn around.

2.8 Crossfall

Desirably, roads should be crowned in the centre. Typical pavement crossfalls onstraight roads are to be:

Pavement Type Crossfall

Bituminous seal coat 3 percentAsphaltic concrete pavement 3 percentConcrete pavement 2 percent

The crossfall on a collector street should take precedence over the grade in minor sidestreets. Standard practice is to maintain the crossfall on the major road and adjust theminor side street levels to suit. The crossfall in side streets should be warped quicklyeither to a crown or a uniform crossfall depending on the configuration of the side street.A rate of change of grade of two percent in the kerb line of the side street, relative to thecentre line grading, is a reasonable level.

The maximum gradient in carparks shall be in accordance with AS2890.1.

2.9 Verge and Property Access


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The Designer shall design a centreline profile for the property access and check thisdesign using critical car templates, to ensure that vehicles can use the property access

satisfactorily.2.10 Intersections

The design of intersections or junctions should allow all movements to occur safelywithout undue delay. Projected traffic volumes should be used in designing allintersections or junctions on major collector streets or sub-arterial roads.

Intersection design for the junction of roads with existing rural or urban roads shall be inaccordance with the publication AustRoads Guide to Traffic Engineering Practice, PART

5, Intersections at Grade.

All new intersections shall be three-way intersections, unless otherwise approved.

Intersections with State-controlled roads or national highways are to be designed,approved by and constructed in accordance with the requirements of the QueenslandDepartment of Main Roads.

Where major intersections are required to serve a development complete reconstructionof the existing road pavements will be necessary where the speed environment and

irregularity of the existing road pavement may endanger the safety of traffic in thelocality.

Intersections should be generally located in such a way that:

The intersection spacing complies with the requirements of Table B1 or B2 ofCouncils Road Hierarchy Plan.

The streets intersect preferably at right angles and not less than 70.

The landform allows clear sight distance on each of the approach legs of the

intersection.

The minor street intersects the convex side of the major street.

The vertical grade lines at the intersection do not impose undue drivingdifficulties.

The vertical grade lines at the intersection will allow for any direct surfacedrainage.

Two minor side streets intersecting a major street in a left-right staggeredpattern should have a minimum centre-line spacing of 40 m to provide for apossible right-turn auxiliary lane on the major street.

A right-left manoeuvre between the staggered streets is required, avoiding thepossibility of queuing in the major street.

Adequate stopping and sight distances are to be provided for horizontal and vertical


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For intersection turning movements involving major collector streets, the designvehicle shall be a semi-trailer with turning path radius of 15 m. Should theDesigner wish to propose a smaller turning radius, thereby resulting in a slowerturning speed, then separate Council approval must be obtained.

For intersection turning movements involving access streets or minor collectorstreets, but not major collector streets. The design vehicle shall be single unittruck with turning path radius 12.5m.

For intersection turning movements on access places but not involving majorcollector streets, collector streets or access streets, the garbage collectionvehicle used by Council as discussed in Queensland Streets.

For turning movements at the head of cul-de sacs in access places sufficientarea is to be provided for the garbage collection vehicle to make a three-pointturn. Where driveway entrances are to be used for turning movements, thedesigner shall ensure that the required area is to be designed and constructed towithstand the relevant loads. Refer to Queensland Streets for additionalrequirements on turning areas.

In the case where a vehicle is required to undertake a three-point turn in the turningarea, the following points are to apply (refer to Fig. 2.12K in Queensland Streets):

a. The maximum leg length shall be 20m (centreline to end)

b. Driveways to all frontage lots is to be provided at the time of construction, and

c. the pick-up point for garbage bins, pathways and parking is to be considered inthe design.

No median breaks will be permitted at intersections on major collector streets, sub-arterial or arterial roads except at approved intersections.

Turning radii at intersections shall accommodate the intended movements withoutallowing desired speeds to be exceeded.

Threshold treatments (splitter island with pedestrian break and pavement surfacetreatment) raised medians with pedestrian breaks or flush painted median islands andrumble bars shall be provided at various intersections. Designers should makereference to Council's standard drawing to determine requirements.

2.11 Turning & Auxi liary Lanes

Turning and Auxiliary Lanes at intersections should be designed to accommodate theappropriate design vehicle. Generally, the turn/auxiliary lane should be at least thesame width as the adjacent through lane with the following provisions:

Where the lane is located between kerbs the distance between kerbs shall be 5.5m


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Roundabouts shall be designed in accordance with the requirements of the publicationAustRoads Guide to Traffic Engineering practice PART 6 Roundabouts. Designsadopting alternative criteria will be considered on their merits. Roundabout designshould generally comply with the following:

Entry width to provide adequate capacity

Adequate circulation width, compatible with the entry widths and design vehicleseg. buses, trucks, cars

Central islands of diameter sufficient only to give drivers guidance on themanoeuvres expected

Deflection of the traffic to the left on entry to promote gyratory movement Adequate deflection of crossing movements to ensure low traffic speeds

A simple, clear and conspicuous layout

Designed to ensure that the speed of all vehicles approaching the intersectionwill be les than 40 km/h, and

Provide for safe pedestrian and cyclist movements.

No streetlights shall be placed inside the roundabout with all light poles to be located onthe street verge/footpath. Consideration for approval of alternate light pole locations (egin large roundabouts) will only occur where the Designer can demonstrate thatillumination levels required byAS1158 cannot be achieved if the light poles are installedon the verge..

The internal area of the roundabout shall be landscaped with suitable plants that are tobe watered by an approved underground irrigation system.

Raised splitter islands are to be provided on the approach to all roundabouts, unless

otherwise approved.

Barrier kerb and channel is to be provided on the outside kerbs at all roundabouts.

The designer shall provide Council with plans and documentation to support the design.

2.13 Traffic Calmi ng

Traffic calming devices are to be approved by the Council.

All calming devices (such as thresholds, slowpoints, speed humps, chicanes and splitterislands) shall be designed in accordance with the requirements of the publicationAustRoads Guide to Traffic Engineering Practice PART 10, Local Area TrafficManagement (LATM), Queensland Streets and Councils Standard Drawings.

The designer may be required to provide Council with plans and documentation tosupport the design.


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Reduce the linearity of the street by segmentation

Avoid continuous long straight lines (eg. kerb lines)

(b) Location of Devices/Changes

Devices other than at intersections should be located to be consistentwith streetscape requirements

Existing or proposed street lighting power poles, drainage pits, drivewaysand services may decide the exact location of devices

Calming devices are to be located at spacings of 80- 100 m

Where any device (including linemarking) will restrict vehicle access toany abutting properties, then the property access shall be constructed atthe same time as the roadworks in the approved location. Thisrequirement also applies at intersections and roundabouts

(c) Design Vehicles

Emergency vehicles must be able to reach all residences and properties.

Where bus routes are involved, buses must be able to pass without

mounting kerbs and with minimised discomfort to passengers In newly developing areas where street systems are being developed in

line with LATM principles, building construction traffic must be providedfor.

(d) Control of Vehicle Speeds

The designer is to ensure that the road layout and location and type ofany traffic calming devices will result in a speed environment (measuredby the 85

thpercentile) in the street is no greater than the posted speed

limit for the street. The designer is to endeavour to achieve the desiredspeed environment by appropriate road alignment design beforeconsidering the use of traffic calming devices.

Maximum vehicle speeds will only be reduced by deviation of themotorists travelled path. Pavement narrowings have only minor effectson average speeds with little or no effect on maximum speeds.

Speed reduction can be achieved using calming devices which shift

vehicle paths laterally (slow points, roundabouts, blister islands) orvertically (raised platform, speed cushion). Speed humps are not to beinstalled without express prior approval.

Creating a visual environment conducive to lower speeds can help speedreduction. This can be achieved by segmenting local streets intorelatively short lengths (preferably less than 300 m), using appropriate


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Night time visibility of street features must be adequate. Speed controldevices particularly should be located near existing street lighting ifpracticable, and all street features/furniture should be delineated fornight time operation. Additional street lighting shall be provided atproposed new speed control devices located away from existing streetlighting in accordance with AS1158.4.

A suitable qualified and experienced professional engineer (RPEQ) shalloversee the design all street lighting. The designer is to initially try anduse any existing power poles where appropriate before requiring any newpower poles. All street lighting shall be checked to ensure bothhorizontal and vertical lighting requirements are complied with.

2.14 Parking

The parking requirements associated with any land use shall comply with the conditionsimposed by the Development Approval, or any separate direction provided by Council inwriting.

All on-site parking should be located and have dimensions that allow convenient andsafe access and usage and be designed in accordance with the relevant Australian

Standard.

The parking layout shall take into consideration desired pedestrian movements andappropriate separation between vehicles and pedestrians.

Parking within the road reserve shall be in accordance with Councils Road Hierarchyand Queensland Streets.

On single-lane access streets, parking spaces shall be provided within the verge. Suchparking should be well defined and an all-weather surface provided. Such parking shall

not restrict the safe passage of vehicular or pedestrian traffic or prevent access toadjacent properties.

The parking bays shall generally be delineated with the use of the wearing surfacematerial, rather than with the use of painted pavement markings.

On streets in industrial areas, longitudinal line marking shall comply with requirements ofthe appropriate Council standard drawing.

On-street parking facilities shall provide for convenient and safe equitable access.Provision for disabled parking bays shall be provided where requested by Council andshall comply with AS 1428.1.

Parking spaces provided on the verge or carriageway shall be designed in accordancewith AS 2890.5. All parking within the road reserve shall be sign posted.

Linemarking of individual on-street parking bays shall generally be provided only in thefollowing circumstances.


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90 angled kerb-side parking will generally only be permitted on access places andaccess streets and then only where the posted speed limit does not exceed 40 km/h.

If the designer wishes to provide 90 kerb-side parking within a posted speed limit of 50km/h then separate approval shall be required to be given by Council. For approval tobe considered then the following minimum circumstances must apply:

There is a demonstrated need for a high level of parking, and

The parking bays must be linemarked, and

The edge line of the adjacent traffic lane must be marked, and

A vehicle must be able to enter and exit the parking space without the

need to cross over in any adjacent travel lane.

90 angled kerb-side parking will not be permitted in a street with a 60 km/h, or higher,posted speed limit.

2.15 Bus & Heavy Vehicle Routes

The designer will need to identify existing and proposed bus routes in consultation withQueensland Transport. It is important that the road form and network layout adequately

cater for buses. The main criteria in determining the location of bus routes is that nomore than 5% of residents should have to walk in excess of 400 metres to catch a bus.Normally roads classified as collector streets, or higher order streets, in Councils RoadHierarchy Plan are to be capable of functioning as a bus route. Table D1.2 detailsminimum criteria for bus route design.

Table D1.2 Bus Route Crit eria

Road Classif ication10 Year Design Hor izon

Traff ic Volumes Stops Spacing Bus Stop Provision

2,000 vpd 400 metre Indented Bay with Shelter

Major Collector 400 metre Indented Bay with Shelter

Sub-Arterial 400 metre Indented Bay with Shelter

Note: Shelters are subject to Councils requirements.

All new bus stops and shelters and adjacent footpaths must comply with the FederalGovernments Disability Standards for Accessible Public Transport Guidelines 2004(No. 2).

All new bus shelters shall comply with Councils standard drawings. Alternate suppliersmust be able to demonstrate that they are to supply a shelter that meets the shape


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Street lighting in new access streets/places and collector streets shall be designed to aP category. The minimum lighting category for new developments is to be P4.

Arterial and sub-arterial roads shall be designed to a V category. The designer shallconsider all relevant aspects of AS1158.1.1 or AS1158.3.1 when designing thestreetlights.

.

The street lighting design shall include the lighting of any existing or proposedroundabouts, traffic calming or traffic management devices.

Where the roadway to be lit currently exists, the designer shall endeavour to initially

locate any new light on existing power poles. The addition of new poles shall only beconsidered where the use of existing poles is impractical or results in an inefficientoutcome.

If a new pole is required, the designer shall consider the implications of the removal ofone, or more, existing poles to maintain the current amenity in the street. The designershall liaise with Ergon Energy about the cost and other implications prior to making arecommendation to Council.

The alignment of street lighting poles to be utilised in any design shall be as indicated

on Council's Road Hierarchy Cross Sections.

New street lights shall be the luminaire types which meet the requirement as being a'standard' luminaire in accordance with Table 7.6 from Ergon Energy LightingConstruction Manual and Specification RSM02.

Designers should note that Council will not approve the installation of Nostalgialuminaries, as they do not comply with the glare control requirements of AS 1158.3.1.Further, Council required all luminaires installed to be fitted with Aeroscreen lamps toassist in complying with glare control.

Public Lighting tariff arrangements are described in the Queensland Transmission andSupply Commission Corporation (QTSC) standard conditions. All street lightinginstallations shall meet the requirements for acceptable of supply under the aboveconditions as Rate 2 installations.

All street lighting shall be checked to ensure both horizontal and vertical lightingrequirements are complied with and that possible obtrusive lighting issues in future orexisting residences are addressed as specified in AS4282.

All street lighting design records shall be included as part of the documentation to besubmitted by the Designer. The Designer shall provide isolux diagrams to support theirstreet lighting designs. Isolux diagrams shall illustrate lighting on both horizontal andvertical surfaces where these are considered to be critical to the design.

Special Requirements f or Public Lighti ng near Foreshores


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Lighting that can be switched off or fitted with a timer

Minimal numbers and wattage of lights

Minimise height of luminaire to achieve light standard required

Use of vegetation, shields or recesses to ensure that light does not reachthe beach.

The use of low-pressure sodium lighting is well recognised as having the least disruptiveimpact on Logger Head and Leather Back sea turtles.

2.17 Residential Estate Entrances

Where it is proposed that a residential estate will have permanent entry sign thatincludes the estates name, the designer shall ensure that this sign (usually of low-wallconstruction) is not located on the road reserve or any other land/reserve that Councilwill assume the on-going maintenance for.

Council may require separate planning approval for the erection of such signage.

Council will not assume maintenance responsibility for these type of constructions/signs.

The designer shall demonstrate to Council that suitable on-going maintenancearrangements will be in place prior to any approval for the construction is given.

2.18 Street Furnitur e

The designer shall ensure that all proposed street furniture (including street signs)complies with Councils current standards as indicated in its standard drawings orlandscape style manual.

2.19 Evacuation RoutesWhere works are proposed for existing or foreshadowed evacuation routes, designersshall recognise that minimisation of inundation during flooding or storm surge events is arequirement to ensure the ability of the roadway to maintain its function as anevacuation route.

Crown levels on these roads is to be maintained at a minimum level of 5.0m AHD toensure its viability and trafficability during evacuation incidents.

Further, where the development is controlled by the storm surge Minimum Level ofRL5.0m, then the road shall be no lower than 4.7m AHD at the lip of the kerb & channel.

The evacuation routes to which this requirement applies are shown in the Mackay CityCouncil Emergency Action Guide. Copies of this document are available from Counciland are on Councils web page.


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3 Rural Design Criteria3.1 General

This section applies to all roads in designated rural areas, including rural home sites andrural residential types of developments.

Design speed is to be generally used as the basic parameter of design standards. Thedetermination of the minimum design value for other elements in rural subdivisions is tobe based on the concept of a speed environment as outlined in AustRoads Guide tothe Geometric Design of Rural Roads.

The minimum Design Speed to be adopted is specified in Councils Road Hierarchy inTable C2 attached.

Where appropriate, superelevation widening and centreline shift and their associatedtransitions are to comply with AustRoads Guide.

Any new rural subdivision layout shall be designed to prevent direct property accessonto a sub-arterial and higher order road.

Accesses shall be limited to one point onto any road. New property accesses will not bepermitted onto any sub-arterial or arterial road.

3.2 Sight Dist ances

Minimum stopping and sight distances shall be provided at all points on the road inaccordance with AustRoads Guide to Geometric Design of Rural Roads.

3.3 Horizontal and Vertical Ali gnment

Horizontal and vertical curves are to be designed generally to the requirements ofAustRoads Guide to Geometric Design of Rural Roads. These requirements areessential to satisfy the safety and performance of proper road design.

Roads having both horizontal and vertical curvature should be designed to conform tothe terrain to achieve desirable aesthetic quality and being in harmony with thelandform.

The designer shall ensure the location of guideposts and Chevron Alignment Markersigns (CAMs) is in accordance with the Queensland MUTCD and Councils standard


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Intersections at Grade. Repositioning of an intersection may be required to obtainconformance with the sight distance criteria.

Staggered-T arrangements proposed for rural cross-intersections shall be of the right toleft type. This arrangement eliminates traffic queuing in the major road, the need foradditional pavement for right turn lanes and greater stagger length associated with leftto right T-intersections.

Figures and discussion on staggered-T treatments are given in Part 5 of the AustRoadsGuide, Intersections at Grade.

3.5 Plan Transiti ons

A plan transition is the length over which widening and shift is developed from thetangent-spiral point to the spiral-curve point; i.e., the length between the tangent andthe curve. Plan transitions are generally only required on arterial and sub-arterial ruralroads. Widening on horizontal curves compensates for differential tracking of front andrear wheels of vehicles; overhang of vehicles; and transition paths. Where proposedroads are curved, the adequacy of carriageway width shall be considered.

Abrupt changes in crossfall, can cause discomfort in travel and create a visible kink inthe kerb line. A rate of change of kerb line of no more than 0.5 percent relative to thecentre line should ensure against this. The wider the pavement the longer the transition.Superelevation transitions should be used at all changes in crossfall, not just for curves.Drainage problems can arise with superelevation transitions that may require extra gullypits and steeper gutter crossfalls. Where crossfalls change at intersections, profiles ofthe kerb line should be drawn. Calculated points can be adjusted to present a smoothcurve.

3.6 Superelevation

Use of maximum superelevation will be considered where the radius of the curve isapproaching the minimum speed environment. Reference should be made to AustRoadsGuide to Geometric Design of Rural Roads for superelevation calculation. At low andintermediate ranges of design speed (ie below 80 km/h) it is desirable to superelevateall curves at least to a value equal the normal crossfall of straights.

Notwithstanding the above, the maximum superelevation to be adopted for rural roads is6%. This is to minimise the likelihood of tipping of cane haulage vehicles.

3.7 Scour Protection

Scour protection of road drainage and table drains is required The level of protection


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adequate access for plant and personnel, the need to minimise on-going costs andeliminate the need for any specialist plant or equipment.

3.8 Evacuation Routes

Where works are proposed for existing or foreshadowed evacuation routes, designersshall recognise that minimisation of inundation during flooding or storm surge events is arequirement to ensure the ability of the roadway to maintain its function as anevacuation route.

Crown levels on these roads is to be maintained at a minimum level of 5.0m AHD toensure its viability and trafficability during evacuation incidents.

The evacuation routes to which this requirement applies are shown in the Mackay CityCouncil Emergency Action Guide. Copies of this document are available from Counciland are on Councils web page.


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APPENDIX A

ROAD HIERARCHY CLASSIFICATIONS


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ENGINEERING DESIGN GUIDELINES PLANNING SCHEME POLICY NO 15.01 FEBRUARY 2008GEOMETRIC ROAD DESIGN (URBAN & RURAL) VERSION 2

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